On track GLIMPSES FROM THE NORWEGIAN NATIONAL RAIL ADMINISTRATION’S ACTIVITIES IN 2013

The railways are developing fast Norwegian railways have rarely moved as fast as they are right now: Passengers are flocking on board, construction is at an all-time high and the trains are on schedule. "The really big lift comes with the InterCity development, which is in full swing". Contents EDITORIAL

Editorial 3 Train traffic 4 04 Winning the fight against time 4

Maintenance and renewals 6 Battle against man-made waterways 6

Groundbreaking 10 A good year for the railway Those who move mountains 10 Tunnel project on rails 12 The railway achieved a number of great results throughout 2013. The most impressive Revolutionary double track 14 development was the growth in passenger traffic, which increased for the country as Arna–Bergen 15 a whole by more than seven percent compared with the previous year. The world looks to Follo 16 Records along Mjøsa 18 06 he largest increase was An additional lift in the north 19 seen in eastern Norway, Projects around the country 19 where the effect of the new T route model introduced in December 2012 really took The future 20 effect. The goal for passenger train InterCity: A planning job for the ages 20 punctuality was also achieved and ended up at 90.6 percent. How “the new railway” will be managed 22 The transport needs associated with More for the money 24 the population growth in and around the large cities must be solved through More trains for the people 24 investments in public transport. This is Working flat-out 27 one of the main points in the national transport plan (NTP) for the period 24 2014-2023, which was considered by Safety and the environment 28 parliament in June 2013. In line with Safe and environmentally friendly 28 this goal, Jernbaneverket is committed to facilitating even more trains being From daily ice cutting to permanent protection 29 put into operation, particularly in conditions with subsequent floods and an extensive streamlining programme A lion never steps on the track 30 eastern Norway. The work on several landslides. The Dovre line has been the during 2013. After large parts of the new stabling and turning facilities most exposed stretch and had to be organisation provided input for the A landscape gardener for 4,000 kilometres of railway 31 continued in 2013 in preparation closed for several weeks to make way improvement activities early in the Follo line documents its greenhouse gas emissions 31 for more trains when the clock-face for repair works following the damage. year, work has been undertaken to scheduling model is supplemented Such closures pose difficult challenges develop simpler and smarter working from December 2014. to the goods traffic that has lost out on processes and to establish a more The year in brief 32 market shares to road traffic. The work streamlined organisation with simple Jernbaneverket then and now 34 The really big lift comes in the wake of on making the infrastructure more reporting lines. The new organisation the InterCity development, which is the resilient through increased invest- came into force on 1 April 2014. This highest priority project in the national ments in maintenance and renewal will ensure that we are well equipped transport plan. The development is in will therefore have the highest priority to handle demanding tasks for the full swing and there has been excellent going forward. railway in the future. progress in the ongoing projects Issued by: Jernbaneverket, Oslo, June 2014 during 2013. Jernbaneverket gears up. To ensure Print run: 300 that as much as possible of the fund- Layout and design: REDINK The greatest challenges for Jernbane- ing available to Jernbaneverket is Front page photo: Hilde Lillejord verket during the year have been utilised for measures on the tracks, Other photographers: Hilde Lillejord and Øystein Grue as well as associated with more extreme weather Jernbaneverket has been working on Director General Bernt-Erik Hansen, Dag Svinsås, Freddy S. Fagerheim, Håkon Mosvold Larsen/Scanpix, Jarle Foss, Inge Hjertaas and Lars Frøystein Printing/production: RK Grafisk

2 | ON TRACK ON TRACK | 3 Research brings results Train traffic 24/7 contingency

Winning the fight What the researchers did Experts from SINTEF went out with stop- watches to determine what measures could against time be implemented on the platforms. For the second year in a row the railway has reached What Jernbaneverket did the punctuality goal of 90 percent. This has required When the funding ar- both science and passenger education. rived, Jernbaneverket was quick to implement essen- tial renewals. The results he major investment in where the train would stop each time could quickly be seen. renewals, maintenance and where the doors would then be The 24/7 contingency and contingency is the located. At those locations the platforms was increased and the T biggest reason for reach- were marked using letters that could also crew can now come out ing the punctuality goal be found on the information panels. In much more quickly than in 2013. Another contributing factor is good time before the train arrived, it was before when problems the excellent collaboration between clear that the quiet carriage would stop occur. Jernbaneverket and the train companies at A, passengers with buggies would Through a major NSB and Flytoget. Both independently have to board the train at C and so on. research programme, and together we have attempted to In short, the project was a success. specific methodology identify every minor element that could When SINTEF arrived with their stop- has been developed to contribute to more punctual trains - watches again, the stop at the station establish the real reason including some passenger education. clocked in at significantly less time than why certain trains are Punctual trains sound simple in before the measures were implemented. particularly at risk of theory. This is not the case in practice. becoming delayed. This ensures that measures can During rush hour all it takes is a bit of The Oslo project. The renewal of the be implemented at the rain at Skøyen. The stop at the station Oslo hub in recent years is the most of the overall punctuality not being The Director General of is the most exotic part of this contin- establish the real reason why certain that is often delayed can check the correct stage. takes longer than the timetable allows important contribution to improved even better in 2013 was the flood Jernbaneverket, Elisabeth gency. In winter, when the weather trains are particularly at risk of becom- departures at their station via "Se for, as passengers need to fold their punctuality, as interruptions here can affecting the Dovre line on 23 May. Enger, and Head of Customer indicates that there will be trouble ing delayed. punktlighet for mitt tog" at www. and Traffic Information, Victor umbrellas before boarding the train! rapidly affect numerous trains. In the space of just a few hours there ahead, the "lump patrol" will be ready The methodology is based on jernbaneverket.no (left column). What passengers were Hansen, agree that the letter In areas where the trains line up, like was the same amount of precipita- marking on the platform has at the tunnel opening when the train where trains are frequently delayed. encouraged to do through the Oslo tunnel, all of the "When SINTEF arrived tion as would normally be the case in resulted in great time savings. arrives. The chances are high that snow By moving backwards through the Me. Another important reason why Being on time … trains have to drive at exactly the same two months in North Gudbrandsdal. Both research and the con- and ice will have melted sufficiently production chain, the real cause can trains have become delayed is me. An important reason for with their stopwatches trains previously being speed during rush hour and have the The 100-year old railway body was tingency improvements have inside the tunnel for large lumps to fall be identified. It could be a weakness That is, the me that rushes in at the contributed to the success. delayed was passengers exact same stop duration at stations to again, the stop at the unprepared and the damage was so off at the first switch. If a lump of ice in the timetable, damage to the track last minute and who is used to being who arrived late but were prevent traffic issues from arising. Of station clocked in extensive that the stretch will not be settles between the switch blade and which takes time to repair or it could lucky enough that the conductor still admitted. The conduc- the 884 scheduled trains entering Oslo at significantly less fully restored before sometime in 2014. the rail, the next train will not be given be difficult to move the locomotive/ holds up the train and waits for me tors are no longer quite Central station every day, 706 of them the green light. The lump patrol is engine car from the workshop to the to board. But kind conductors and as nice. have to pass through the tunnel. time than before the Increased contingency. When water tasked with removing the lumps of ice departure station. me being late is a poor combination. collects along the track or a signal as soon as possible. When the cause can be described it In this respect, Flytoget has been When it rains, fold your measures were im- umbrella up as early as Stopwatches at the ready. NSB asked system stops working, the overhead line can also be solved. The PIMS metho- strict for quite some time. NSB will possible. for SINTEF's assistance with the im- plemented. " is pulled down or a wobbly switch fails New methodology. Through a major dology is now being tested on all trains now follow, even if it is difficult for provements. With their stopwatches at to assume the intended position, there research programme, specific metho- in the Oslo area during rush hour. a conductor to wave the departure the ready they came out to determine When funding was made available for are Jernbaneverket employees available dology has also been developed to Those who want to avoid a train off when they can see passengers how long each train spent at each replacement of old telecommunication 24/7 and ready to be called out. running towards the train. station. They also looked at where the and signal cables, sleepers and rails, up- In total Jernbaneverket has 1,420 em- This is one of the elements NSB has trains stopped, where on the platforms grades to the driving machinery for the ployees in a contingency rota across the Developments in passenger train punctuality been working heavily on in recent passengers were standing, where the switches, etc. and not least a thorough country. They are usually on their toes years. It has become much better. 2009 2010 2011 2012 2013 conductor stood and what people cleaning of the entire Oslo tunnel, the during winter and carry out other work And I will just have to get used to All passenger trains (goal 90%) 86.6 85.5 88.6 91.2 90.6 were doing. results could be observed very quickly. when things are all running smoothly. the fact that it sucks when the train One of the measures was to determine The most important individual cause For the uninitiated, the "lump patrol" Flytoget/Airport Express Train (goal 95%) 94.3 92.0 94.3 96.2 96.1 leaves without me.

4 | ON TRACK ON TRACK | 5 OO CNI/ÅO OVL LARSEN MOSVOLD FOTO: SCANPIX/HÅKON

Gudbrandsdalslågen burst its banks and washed out the ground under the rails in 200 places on the Dovre line at the end of May. The flood caused damages totalling more than Vedlikehaldstoget gjer fartsnedsetting i nabospor unødvendig oneVedlikehald billion Norwegian kronerog fornyingar in Gudbrandsdalen alone. Battle against man- made waterways

A large proportion of Jernbaneverket's maintenance budget for 2013 was spent on urgent troubleshooting and repairs due to flood and landslide damage. But the biggest problems are not always caused by nature itself.

6 | ON TRACK ON TRACK | 7 Precipitation records in 2013 Damages resembling those caused by tsunamis Maintenance and renewals Safety maintained

Culverts under the E6 and the Dovre line became clogged during the floods in 2011 and 2013. Clogged waterways, full of stone and gravel, were opened up using high-pres- sure flushing.

Renewals are necessary to make the infrastructure more resilient. In 2013. 78 percent of the renewal work was exposed to competition.

The cause of damage can often be identified in de- velopments and measures situated far away from the railway track.

n spring 2013 the Dovre line throughout the autumn and will three years, Tormod Urdahl. He notes FACTS But where man has made interventions Public Roads Authority (NPRA) and precipitation volume corresponded to FACTS had to be closed down for continue for the majority of 2014. that water that has gone astray is often of different kinds we will often experi- the Norwegian Water Resources and two ordinary months. "Our installations Extra pot for maintenance Did you know that … three weeks following exten- "It is now crucial that we renew man-made. The need for coordination ence problems. We are unable to think Energy Directorate (NVE) several are not prepared for this much precipi- For 2014 the alloca- In 2013 Jernbaneverket I sive damage caused by floods and make our own installations more and comprehensive thinking is great. tions for operations and comprehensively and ensure that the projects have been implemented to tation over such a short period of time. exposed 78 percent of and landslides. The extent of resilient. The cause of the damage can Following the floods in the same area maintenance have been water is led downstream to the larger better secure Gudbrandsdalen and the They were put out of action through the railway renewals and the damage was enormous and the often be found outside the railway in 2011 Jernbaneverket cautioned increased by 500 million waterways such as Gudbrandsdalslågen infrastructure there. damages resembling those caused 90 percent of invest- railway was broken in 200 places. fence," says the Permanent Way forest owners, landowners and local Norwegian kroner to and Mjøsa. Since the Dovre line is situ- "We often find that the cause of by tsunamis. The waterways have not ments to competition. Jernbaneverket allocated all Superintendent at Norway's most flood authorities not to build forest truck just above 6 billion ated downstream, our installations take damages is identified in develop- been dimensioned for such volumes," The costs of maintenance its personnel and materials and and landslide-hit railway line in the last roads with undersized waterways. Norwegian kroner. This quite an undeserved beating," explains ments and measures far away from Tormod Urdahl concludes. in 2013: increase will enable Jern- "hoovered" the contracting mar- "The causation is conspicuous," says Tormod Urdahl, who believes that there the railway track, whether it is an Extensive measures were also im- Corrective (urgent) baneverket to continue ket for people and equipment to Urdahl and believes that the large is no doubt that the Norwegian Water alpine facility, cottage development, plemented on the Bergen line and the maintenance and "Water will often be- the crucial work to make contingency: 425 million repair the worst damage as soon as precipitation volumes combined with Resources and Energy Directorate (NVE) residential development, along Nordland line to gain control of water have predictably when the infrastructure more Norwegian kroner. possible. Already before the flood inadequately secured waterways and resilient. has both the expertise and authority to municipal roads, forest truck roads, and landslide risks in 2013. There are had reached its peak the plans nature handles things drainage systems were the cause of get involved in exposed waterways to county roads or classified roads. a number of ongoing projects on the Preventative (sched- for the redevelopment had been yet another flood causing extensive ensure comprehensive solutions and Many of them have contributed to Bergen line in connection with drain- uled) maintenance and on its own. But where inspections: 973 million established and work had begun. damage in May. "The positive aspects prevent this kind of damage. the damages that have occurred," age and landslide prevention. On the Norwegian kroner. Nevertheless, the damage was so man has made inter- were that both notification and In connection with the work to make Urdahl explains. Nordland line the ground conditions in extensive that it took three weeks ventions of different contingency worked, ensuring that the Dovre line more resilient, exten- In Lillehammer it rained as much in and along the layout of the line were of 24/7 efforts before the trains kinds we will often safety was maintained." sive charting has been initiated for 36 hours as it would usually do over mapped and an extensive programme could run between Lillehammer and "Water will often behave predictably the ground surrounding the railway. the course of one and a half months is under way to reinforce the large Dombås again. The work continued experience problems." when nature handles things on its own. In collaboration with the Norwegian and further north in the valley the railway embankments on the line.

8 |ONTRACK ON TRACK | 9 The cutting for the Storberget tunnel between Farriseidet and Porsgrunn at Ønna, furthest into the Langang fjord.

Hovedsaken ¦ Konkurransen om utbygging Banebrytende Those who move mountains

Millions of cubic metres of stone are being removed to make room for the many Jernbaneverket projects across Norway. Resulting in saved travel time and improved comfort. Check out what is happening near you.

10 | ON TRACK ON TRACK | 11 In addition to Holm- Nykirke, Project Director Stine Ilebrekke Undrum is also responsible for the Holm-Nykirke (14.2 km) new double track between 12.3 kilometres in the tunnel Larvik and Porsgrunn, Banebrytende which is being built across 550 metre station hall Tunnel project several valleys. on rails

Jernbaneverket has been blasting its way through n Holmestrand a total of 12.3 Additional safety measures: the mountain at Holmestrand in Vestfold since km of tunnel has been blasted An "umbrella" consisting of steel pipes was drilled out and 2.9 million cubic metres 2010. To put it mildly, it is no small task. into the rock and filled with I of blast rock has been trans- concrete. This was the chosen ported away. This corresponds to solution when the weakness 116,000 lorry loads! However, this part zone in the station hall had to of the work is now complete. Now the be passed. The tunnel cross- section was split into two, focus is on finishing work and fitting the detonation length was out the interior of the station hall. reduced from 5 to 3 metres Project Director Stine Ilebrekke and the rock was secured Undrum makes no attempt to hide the using grated arches. fact that 2013 has been an exciting and challenging year for the Holm-Nykirke project. It was the peak year for tunnel driving and at most the tunnel was driven from nine attack points distri- buted across five tunnel and ground an area of loose masses instead of rock ing for the technical railway work." contracts. A total of two million cubic in parts of the tunnel profile. However, the contract strategy did not metres of stone was blasted out in "This is a good example of a chal- turn out as intended here. We tried 2013 alone. lenge that ended up with a solution for a large technical railway contract, "When we are transporting this much that had never before been used in without signals, but the market was not stone away it is important to collabo- Norway," says Undrum. ready for such a large contract. There rate closely with the local community," "It was the contractor Marti/IAV was zero response and we had to re- says Undrum and adds that the project which proposed to create a "pipe turn to separate trade contracts. These has prioritised having a dedicated umbrella". We lost some time but we turned out to be a success and the con- neighbourhood contact handling all gained a lot of knowledge. And we tracts have been signed. The contract inquiries from neighbours and other ended up with significantly better rock to fit out the station hall itself will be affected parties. than expected in the mountain hall entered into during summer 2014. "That has been a success factor for that will house the new Holmestrand "In other words there is plenty of ex- the project thus far," she notes. station." citing work left to do, even though the 2013 began with the Snekkstad con- "Now that the tunnel driving is com- tunnel driving is complete," concludes a tract furthest to the south discovering ing to an end the project is prepar- satisfied Project Director. FACTS Holm–Nykirke The project employs 73 people from Jernbaneverket and approximately 450 other people from contractors and consultants. In May 2014 production had reached around 55 percent of the estimated final cost. Production costs in 2013: NOK 1,125,630,000 Budget for 2014: NOK 1,310,000,000 Final cost forecast: The new station hall in NOK 5,569,429,000 Holmestrand will be 550 metres long, 35 metres Completion autumn 2016 wide and 18 metres high.

12 |ONTRACK ON TRACK | 13 New double track Larvik–Porsgrunn (22.5 km) Completion summer 2018 Groundbreaking Frequent train departures in Hordaland county ILLUSTR A

Furthest into the Langang TION: J E fjord, the Ønna bridge

climbs into the air. The RN BA N opening of the Storberget E

tunnel is at the left end V E of the bridge, whilst the RK E Ønsåsen tunnel starts on T/NORDCONSULT the right.

Ulriken tunnel viewed from Arna station.

Arna–Bergen The Arna–Bergen stretch is one of Europe's busiest single track railway lines with 130 trains passing every day.

The stretch is a bottleneck for tunnel bore will be revamped gain. This is possible because of train traffic to and from the when the new bore is ready and direct transport using a separate Revolutionary station and the goods terminal Arna station will be upgraded track for freight trains. For certain in Bergen. and altered. freight train departures this could The development of a double The new tunnel is first and result in a time saving of up to track between Arna and Bergen foremost a measure to increase 30 minutes. double track consists of two parts: a new capacity, allowing passengers The tunnel contract for the new tunnel between Arna and Fløen more departures to choose from. Ulriken tunnel was announced in and a double track from Fløen Two tunnel bores also reduces October 2013 with two alterna- to Bergen with a new signal and the vulnerability associated with tive driving methods, traditional 22.5 km double track under construction between Larvik and Porsgrunn. The project will save safety system. The new safety having only one tunnel bore. blasting and the use of a tunnel passengers more than 20 minutes when the new track is put into operation during summer 2018. system at Bergen station will also For freight traffic there will be bore machine (TBM). have the capacity to control Arna an average timetable gain of ten JV Skanska Strabag and the use station. In addition, the current minutes as well as a punctuality of TBM came out on top.

onstruction of the new "The project is having extensive ing on the project, which has a price FACTS A major project also requires great double track between ripple effects on local industry in tag of 6.5 billion Norwegian kroner. attention to health, safety and the Evanger Voss New double track Farriseidet and Porsgrunn Vestfold and Telemark counties," says To optimise the technical solutions working environment. This is particu- Larvik–Porsgrunn Dale began in September Undrum. Many local subcontractors are and create a positive collaboration larly challenging in the Farriseidet– NFX
EPVCMF
USBDL Bolstadøyri 2012. In 2013 production involved in the project and products environment, the work was initiated 70 out of 600 people em- Porsgrunn project. Seven tunnels and Voss Bulken increasedC at an exceptional rate as and services are procured from the with a four-week coordination ployed by Jernbaneverket. ten bridges testify that the railway 4JOHMF
USBDL Stanghelle one gigantic contract was signed after local area. Nearly 600 people are work- period between Jernbaneverket, the In May 2014 production is being built in very rugged terrain Bergen–Voss another. Project Director Stine Ilebrekke contractor and the consultant, before had reached around 34 – the layout of the line runs through Undrum explains that they focused on "We are continuously work began in the ground. Undrum percent of the estimated several valleys. adapting the size of the contracts to highlights the Skillingsmyr contract as final cost of 6.5 billion "We are continuously working to Norwegian kroner. the demand in the market. The market working to improve a good example. Here the coordination improve safety to prevent injury to Vaksdal Bergen Trengereid responded well to the new strategy and safety to prevent injury period resulted in a more efficient Production costs in people and damage to the environ- Arna four large contracts with prices ranging to people and damage driving method for the tunnel than 2013: ment and material assets," says from 792 million Norwegian kroner had originally been proposed, which NOK 1,122,686,000 Undrum and adds that everyone must to 1.34 billion Norwegian kroner were to the environment will in turn reduce the length of the Budget for 2014: return home from work just as intact finally signed. and material assets." construction period. NOK 1,880,000,000 as when they left, every day. Bergen–Arna

14 |ONTRACK ON TRACK | 15 New double track from Oslo S to Ski (22 km) The longest railway tunnel in the Nordic region so far (20 km) Groundbreaking Completion 2021 ILLUSTR A TION: VI A The Follo line will more closely link the two important public traffic hubs of Oslo S and Ski. NOV (Below) The Follo line will use four large tunnel bore machines to create two A The world looks to Follo parallel tunnel bores. The machines will be nearly 200 metres long and the bore heads will have a diameter of approximately 10 metres. Photo: Herrenknecht AG Several large international companies are positioning themselves to win major contracts in Norway. And the Follo line is where things really took off.

The Ekeberg Hill The Oslo fjord Holmlia To Oslo

Bjørndal

E6

Main tunnel with tunnel Main tunnel bore machine (TBM). Åsland

To Ski

Access tunnels

E6

hen the first of the tracts", EPC being short for Engineering, were ready in November last year. at the constellation of pre-qualified Positioning itself. The Follo line is the pre-qualified companies to a full-day FACTS "pre-qualification Procurement and Construction. In March 2014 the pre-qualification companies it could appear that we have innermost part of the InterCity invest- seminar on laws and regulations. rounds" for the process for the final two EPC contracts achieved just that," says Smith. ment south of Oslo. This is also a major Many representatives from the pre- The Follo line: Follo line develop- Massive lift. Investment in such large began: Accessing Oslo Central station Several of the Norwegian contract- point for the foreign companies. qualified companies turned up to learn. Built for speeds of up to ment entered contracts is pioneering work for (Oslo S) and Ski station. ing companies have actually entered "They consider the Follo line to be "Don't be too creative. The 250 km/h theW market, it attracted attention far Jernbaneverket. The contracts define into collaborations with large inter- a strategic opportunity to establish Follo project will be monitored by Comprises a total of 65 km beyond the national borders. Many the premises and goals and the Tempting the world. Many companies national companies from countries themselves in Norway and want to authorities, organisations and the of new railway track large international companies entered contractor will carry out its work within or joint ventures from many parts of the such as Germany, Spain, France, Italy, use the project as an entry ticket for media," stresses Torbjørn Amundsen, Facilitates halved travel time the playing field and they are now this framework and deliver a complete world signed up to the initial battle for Turkey and Austria. When the final two the rest of the InterCity development. partner in the auditing and consul- between Oslo and Ski (from entering into collaborations with installation by the date agreed. the tunnel contracts. Jernbaneverket's pre-qualifications are ready, the project Those who deliver great work here tancy firm KPMG at the seminar. 22 to 11 minutes) Norwegian contractors to win more "It has been demanding and work- strategy for the Follo project, in which management also expects these to con- could participate in the competition The Follo line also places strict major contracts. intensive, but everyone has delivered there are far fewer and larger contracts Project Director Erik Smith tain a number of exciting opportunities. for other projects in Norway," says Jan requirements on its contractors and will Preparatory works initiated in 2013 and continuing In 2013, the Follo line took a big step and we are now really looking forward would therefore appear to be a success. "The new contracts for the Follo line Vormeland, Head of Procurement in monitor them closely. in 2014 closer to the final start of construction. to getting started," says Erik Smith, "There has been great interest from are a pilot project for Jernbaneverket. the Follo line project. "There were a few "aha moments" The project has invested significant Project Director of the Follo line major players with high levels of exper- It is important to us to contribute to associated with the requirements Will be complete in 2021 work in a new contract strategy in project. The new railway will be ready tise. In our competitive strategy we have strengthening the Norwegian contract- Educating companies. Norwegian set out in Norwegian legislation. which contractors are given more at the end of 2021 if everything goes focused on the stimulation of expertise ing market by facilitating collaboration legislation can be a challenge to inter- Jernbaneverket has great expectations responsibility and more freedom than according to schedule. transfer and strengthening of Norwe- with and expertise transfer from exter- national companies. In order to gain of the contractors. We are looking before when it comes to deciding how The first pre-qualified suppliers gian TBM technology in collaboration nal companies with broad experience a mutual understanding and to avoid forward to it all being put into practice to solve the tasks for Jernbaneverket. In for the two tunnel contracts, TBM with large international companies with of TBM technology and large-scale misunderstandings and conflicts along when the main works commence," total we are looking at four "EPC con- (boring) and Drill & Blast (blasting) experience of such tasks. When we look projects, etc.," says Smith. the way, the Follo line decided to invite says Erik Smith.

16 |ONTRACK ON TRACK | 17 Unique collaboration between the NPRA and Jernbaneverket Groundbreaking 5.2 million cubic metres of masses to remove

Records along Mjøsa Projects around the country

Norway's largest construction area involves 20 different nationalities, 1,500 An additional Jernbaneverket is blasting, building and improving the railway employees and is being built at record speeds for a record sum. lift in the north in many places around the country. Here you can find out where.

he dimensions in the Joint Over the course of the year The new E6 and new double track Project, from the size of the Jernbaneverket has conducted a great ik construction machinery to along lake Mjøsa are taking shape. In number of small and large develop- Narvik 2015 the new double track stretching the enormous construc- from Minnesund and 17 kilometres ment projects across the country. tion area mean that I return north will open to traffic. Stations are being upgraded, capacity homeT with a massive "WOW" having increased and railway lines renewed. been out in the field along Mjøsa," says One of the places that experienced odø B Project Director Erik Nilssen. bustling activity in 2013 was the Nilssen is the head of Construction country's northernmost railway stretch. Projects East which includes, among The Ofoten line has passenger traffic, other things, the Joint Project, Norway's ordinary freight trains and, most prom- current largest construction area. inently, dense traffic from heavy and The Joint Project is a collaboration long ore trains. There is a great need B jerka between NPRA and Jernbaneverket to increase the capacity of the line and ka on the shared development of a new Jernbaneverket has several projects motorway and a new double track that will contribute to it being possible along Mjøsa, from Minnesund and to run more, longer and heavier trains two miles to the north. The largest on the railway stretch. pieces of construction machinery on At Bjørnfjell the works to extend the the market are working side by side: passing loop is in full swing and the fully no less than 5.2 million cubic metres extended track will be put into opera- of stone masses will be blasted away tion during autumn 2014 if everything and moved. bankruptcy and did so in a good way," nance we are constructing using goes to plan. Simultaneously, work is

Steinkjer "Never before has Jernbaneverket Nilssen explains. One of the three main complete casting and waterproof under way on the plans for the exten- eink Trondheim blasted away such large stone masses contractors in the project, the Austrian membrane. This is a completely new sion of the passing loop at Rombak and in the exposed zone and this close to contractor Alpine Bau, went bankrupt type of water and frost protection that the upgrades to the power supply for Stø the existing road and railway. Con- on 19 June 2013. The bankruptcy cost has not been used in Norway before, the Ofoten line. ren structing in the middle of traffic is the project NOK 500 million but it has but I am confident that it will become a The Narvik harbour terminal has

something Jernbaneverket will experi- managed to stay within the framework new standard in Norway," says Nilssen. been altered and modernised. Addi- alsne Åndalsnes ence multiple times in future projects, of the budget and the only practical tionally, the three-kilometre Fagernes and the Joint Project adds valuable consequence is that only 19 and not Visible where it's happening. In a line, the stretch between Narvik station experience as to how 12,000 cars and 22 kilometres of motorway will be project that is being built in record and the terminal, has been equipped 95 trains can pass throughout the day ready in December 2014. time and for a record sum with up to to handle an axle load of 30 tonnes. through a narrow construction area in 20 different nationalities and 1,500 Project Director Erik Nilssen This facilitates the ore company which blasting and excavation work is First up with a new standard. When it employees in full swing, awareness of Northland Resources being able to use Lillehammer being carried out," Nilssen explains. comes to water and frost protection in safety is the number one priority. Narvik as its shipping harbour. Gjø railway tunnels, the Joint Project is the "Even though we are constructing vik Hamar

Steady collaboration. In December first in Norway. a lot in a short period of time, it must Haugastø idsvoll Roa E 2014, 19 out of 22 km of new motor- "We have dared to set an example never be at the expense of safety. As B FACTS ergen l gsv en Kongsvinger way will open to traffic. The final part as a project. In order for the railway a developer we are always visible on m

lo llest Joint Project skerker Lillestrø of the road will open in June 2015. In tunnels to require minimal mainte- the construction site, we carry out sys- Hokksund A Oslo

October 2015, 17 kilometres of double tematic safety work and set out clear By the middle of May SpikkestadSpikkes Drammen "Never before has mmen track will open. expectations of our contractors. In 2014 production in the d Nordagutu "There are valuable lessons to be Jernbaneverket blasted spite of this the Joint Project has been Joint Project totalled approximately 6 billion learned from a joint venture between hit by two fatal accidents and this is ald away such large stone Norwegian kroner. Skien Halden Construction work two government bodies. To build something that affects us deeply and Stavanger

something together, learn from each masses in the exposed pushes us to be even more thorough Final cost forecast: 10.1 d n a

billion Norwegian kroner ns others' cultures, handle large con- zone and this close to in our efforts. It may very well feel a

tracts together and collaborate with massive and impressive to arrive out Kristi foreign contractors is crucial. We have the existing road and at the site. But it should never, ever be also handled a major international railway." dangerous," says Nilssen.

18 |ONTRACK ON TRACK | 19 The InterCity revolution: 1 hour and 23 minutes from Lillehammer to Oslo The future 1 hour and 36 minutes from Oslo to Porsgrunn

major local conflicts of interest the central planning authority may be an InterCity will make eastern Norway smaller InterCity: option," says Haugen. The way it currently looks, the Lillehammer Nykirke–Barkåker section of the Vest- 1:23 (2:14) fold line is the only one that appears Oslo–Lillehammer A planning job for the ages relevant for central government inter- Moelv vention. Here both the municipality Brumunddal and the county administration have (1:23) The task is to plan 230 kilometres of double track and investments of 100 billion Norwegian asked the department for a central 0:55 municipal sector plan. Hamar Oslo–Hamar kroner. It is no small responsibility that Project Director Anne Siri Haugen has taken on. Stange Hub development. "Central localisa- Tangen tion of stations is also one of the success he head of Jernbaneverket's In the immediate future criteria for the InterCity investment." InterCity project empha- Anne Siri Haugen (centre) Together with an area policy that sises that the national will manage the spending encourages densification around hubs, of 100 billion Norwegian transport plan (NTP) has centrally located stations also provide Eidsvoll kroner. Here at a public provided clear orders in meeting in Moss together the highest number of passengers and respectT of what needs to be built, with Planning Manager the largest benefit to society. As set out Gardermoen Marianne Hermansen and how the train provisions will be in NTP, attractive hubs are also a key Hønefoss improved in increments and when the Mayor of Moss, Tage concept if the development of a modern Pettersen. it all has to be ready. railway network is to contribute to "By establishing a separate organi- sustainable development. Lysaker Lillestrøm sation to handle the entire planning "The InterCity development OSLO S Sandvika portfolio it is easier to succeed. The comprises a total of 21 stations with Asker keywords are joint concepts and tech- different characteristics. What they all Drammen nical solutions, ensuring that as much have in common is that the project Ski as possible is done only once," says has to collaborate with other stake- Haugen, who has been managing the holders to ensure that the stations Sande project since autumn 2013. become something more than just

somewhere the train stops. We want Holmestrand to be predictable and clear and estab- The assignment In 2024 a consecu- Moss Rygge tive double track will be completed without breaks," says Haugen. Haugen says that even though the lish a joint approach," says Haugen. 01:00 (01:28) Skoppum Råde Sarpsborg to Tønsberg, Hamar and Seut near "The double track through Moss is InterCity investment is both desired Oslo–Tønsberg Fredrikstad and further on to Sarpsborg an example of the planning process and demanded, there will be dis- Great minds are in demand. An Tønsberg in 2026. According to the NTP, planning having taken too long. As funding has agreements and conflicts of interest important task for the project in 2014 Stokke Fredrikstad Skien should aim for further developments to not been allocated, the process has in several areas. is to secure the foundations for the Torp Halden Sandefjorordd Lillehammer, Skien and Halden in 2030. been ongoing for more than 20 years. "We need to identify conflicts at an further work by recruiting the right spe- Porsgrunn 00:47 (01:08) 01:08 (01:45) The InterCity project will plan the line This provides poor predictability for early stage and determine how they cialists. Many management positions Larvik sections not already in development or will be handled, collaborate beyond were filled in the first half of the year 1:36 (2:45) Oslo–Fredrikstad Oslo–Halden start-up. Investigation and planning of "Predictable framework what is set down by law and provide whilst a number of other jobs will be Oslo–Porsgrunn the new stretches is beginning now with good information to all involved parties advertised during the rest of the year. an aim to build from 2018 onwards. conditions, particularly about when the various decisions will "We need skilled, positive and More information about the project and the status of the different The Ringerike line has also been in respect of financing, be made. Good communication is knowledgeable people who know line sections can be found at www.jernbaneverket.no/intercity incorporated into the InterCity project is the most crucial pre- particularly important in the public about planning, railways, structures, after a study brought the planning of planning process as set out in the hub development, geology, geo- FACTS the line to the same level as the other requisite for success." Norwegian Planning and Building Act, technology, land acquisition, communi- stretches. However, the Ringerike line where the layouts of the line corridors cation, project management and a The InterCity project will facilitate: was added after NTP was adopted those affected by the development, are selected using the municipal sector number of other disciplines. We are also availability that development of the collaboration capacity to trans- and the opening year has yet to be those developing the areas surround- plan and the selected layout of the line reliant on good planning capacity with meets the demand for more densely popu- with other stakehold- port more freight announced. ing the station and for passengers. Now is detailed using the development plan. consultants, municipalities and county transport in line with lated areas along the ers in the cities con- using the railway. that the stretch has been incorporated She notes that it is generally most administrations," says Anne Siri Haugen. population growth. routes and respite for tributing to as many Predictability is crucial. in the InterCity project we will work efficient to keep the authority for plan- "InterCity provides a massive lift and the Oslo area. people as possible "Predictable framework conditions, towards having the development plan ning within the municipality. it is crucial that we ensure that society short travel times, benefiting from the frequent departures development of investment. particularly in respect of financing, is adopted by the end of 2016. This will "Here there is experience and gets as much as possible in return for the and excellent regularity. well-functioning hubs. the most crucial prerequisite for success. then become one of the stretches for relevant knowledge and the munici- major investments. To manage this we The different planning phases and de- which development will commence in palities will facilitate the development are completely dependent upon great velopments can then follow each other 2018, as required by NTP. surrounding the stations. If there are work and collaboration at all levels!

20 | ON TRACK ON TRACK | 21 1,500 train movements per day Country-wide traffic management system The future Automated customer information

Traffic control centre in Oslo: "The new country-wide traffic management system will provide all parties with much more information and improved predictability compared to today," says Director of Traffic, Bjørn Kristiansen (right). Sverre Kjenne, Head of Signal and Telecom- munications in the Infrastructure Division is in full agreement. FACTS The advantages of ERTMS

Provides a better basis for customer information – for both train companies and passengers Modern and more efficient management of train traffic Flexibility in the system, particularly in the event of traffic deviations Increased resilience against system faults Coordinated expertise for traffic controllers More flexible use of resources

KARI – the customer's best friend

A fully automatic system for customer information Replaces the current system in 2015 Can be connected to the new traffic management system

The objective is to assist traffic con- that this will go just fine," says the How "the new railway" will be managed trollers to make good decisions in Director of Traffic. connection with unexpected events and traffic deviations. Support functions. The new traffic The new traffic management system ERTMS will modernise and automate train operations in Norway. management system has many Expertise – an essential factor. support functions with a number The system will be massively important to both traffic controllers and to you as a customer. "With a joint traffic management of new opportunities for modern system for the entire country we will traffic management. Our task is to ernbaneverket is working on duced in the underlying data systems. control of train traffic (EBISOC, VICOS be able to coordinate and strengthen implement the functionality with the a complete modernisation of In Norway the first data-based and RailManager). However, it is very the expertise of traffic controllers. highest value for train operations in the entire value chain when it remote control system was put into demanding to use different technical Both the flexibility and the resilience Norway," says Sverre Kjenne, Head of comes to traffic management. operation as early as the mid-70s. The solutions to handle around 1,500 train of the railway will increase. If, for Signal and Telecommunications in the A crucial aspect of this work is a systems are still in use but have gained movements per day. example, a traffic management centre Infrastructure Division. new,J country-wide system that will en- more functionality over time. The implementation of the joint is out of action, another will be able to However, one clear challenge has able us to provide our customers, both Over the years Jernbaneverket has system ERTMS (European Rail Traffic take over and guide the trains to where been identified for the deployment of train companies and train passengers, acquired three systems for remote Management System) will, among they are going," says Kristiansen. ERTMS in Norway: How to maintain with information and predictability in other things, provide better informa- existing systems that do not have an a much better way than today, says "With a joint traffic tion about the train and its position. New customer information system. interface with the modern technology Director of Traffic Bjørn Kristiansen. management system The system provides opportunities to KARI is a fully automated, modern tool that will be implemented. analyse traffic conflicts, propose actions for customer information that can be "This is often a dilemma when Ensuring optimal and safe traffic for the entire country and automate schedules and is crucial connected to the new traffic manage- modernising and changing technical flow. The remote control system we will be able to coor- in being able to handle train traffic in ment system when it is in place. KARI platforms. We do not have a definite connects the safety systems at the a satisfactory manner. will replace the current tool in 2015. solution yet. But we will identify the The train driver receives dinate and strengthen detailed timetable information stations to the traffic control centre to Current developments in data "It is an exciting development. Our best solutions together with Traffic directly to the ERTMS display ensure optimal and safe traffic flow. the expertise of traffic technology for traffic management people are used to handling new Operations and Customer Services," on board the train. The system makes use of timetables pro- controllers." systems are coming faster and faster. technology so I am pretty confident says Kjenne.

22 |ONTRACK ON TRACK | 23 60.5 million journeys in 2013 Many stations have been upgraded More for the money 25 projects implemented in record time

Major changes have taken place at Lillestrøm. New tracks with all necessary infrastructure have been constructed to make room to stable More trains for more trains. Here, crucial parts of the overhead line the people system are being installed.

In December 2014, Norway's new clock-face he most crucial changes to clock-face scheduling model. target with everything that remains in the timetable were intro- "In parallel with the increased train connection with the timetable change scheduling model will be fully established. To reach duced in December 2012. services, Jernbaneverket also needs to in December," Fredriksen says. the goal of more train departures for the general More train departures in find track space for NSB's 66 newly ac- Creating new timetable models is a important stretches resulted quired Flirt trains and we are therefore very extensive task and long periods public, Jernbaneverket is implementing 25 projects, inT strong passenger growth during 2013. constructing new stabling and turning of time pass between each major costing three billion Norwegian kroner, in record time. A total of 60.5 million journeys were facilities for the trains at the railway change. The previous timetable model made, which corresponds to a growth of terminus. A number of stations have was established for the opening of the 7.3 percent. The largest proportion of the also been upgraded to include new Gardermoen line in 1998. Since then growth has been the result of timetable and longer platforms," says Per Arne this model has been adjusted slightly changes and improved availability in Fredriksen, who has had the respon- every year. In the meantime the capac- eastern Norway. From December 2014 ity of the railway network in the Oslo train provisions will become even better. "The major traffic in- area has been developed to include The main goal of the new timetable new double tracks in the West corridor, model has been to be able to offer crease experienced by for example. trains departing every 10 minutes NSB in 2013 shows that "However, new double tracks were from the hubs on the Lillestrøm–Asker the money has been not enough. New timetables require stretch. This includes the stations at new turning facilities and new trains Lillestrøm, Oslo S, Nationaltheatret, well spent" require stabling tracks and longer plat- Skøyen, Lysaker, Sandvika and Asker. forms. When we are done with Høvik The new services from five of these sibility of coordinating all the projects station we will have spent three billion six stations were implemented in involved in the development of the Norwegian kroner in just a few years on December 2012 whereas the sixth will new timetable. 25 small and large projects to manage be implemented in connection with the "The majority of the projects have the changes. The major traffic increase timetable change in December 2014. been implemented on schedule. With experienced by NSB in 2013 shows that Jernbaneverket has entered the final the exception of the new station and the money has been well spent," says stage of the preparations for the new turning track at Høvik, we will be on Per Arne Fredriksen.

At Eidsvoll, extensive work is being undertaken to con- struct and customise ahead of the extended timetable and the new commuter train between Eidsvoll and Skien. Here, new cable ducts are being customised by Austrian workers.

24 |ONTRACK ON TRACK | 25 Universal design 220-metre side platforms More for the money Three tracks for turning and stabling

A complete redevelopment of Høvik station com- menced in spring 2013. Working flat-out

A successful timetable change in December 2014 is reliant on several projects in the area around Oslo. Construction activities at Høvik, Ski and Drammen are hectic in order to reach the goal.

"In order for the new clock-face and stabling track and an improved in Ski is also running according to scheduling model to be a success in station at Stabekk with new lifts and schedule. Whilst train replacement buses eastern Norway we are also reliant a higher platform. Everything included, will run for three weeks during summer upon Høvik, Ski and Drammen. We are the budget is around one billion 2014, intensive work will be carried out, impressed with our employees who Norwegian kroner. including for the new signal system are working feverishly to complete by "All of the work will be ready in time which needs to be installed. The project December 2014," says a very proud for the timetable change with the ex- has a budget of NOK 533 million. Project Director in Construction ception of some delays in the delivery The new stabling area in Drammen When Høvik station is ready Projects East, Erik Nilssen. of the signal system. We are working opened in 2012 whilst the signal work it will be a modern and safe Between Lysaker and Sandvika the towards opening for traffic between at Drammen station and Sundland is station adapted for all user groups, with new platforms, entire infrastructure is being renewed Lysaker and Sandvika as soon as as currently under way. The works are entrances, parking and three to include a new signal system, a new possible," says Erik Nilssen. costing NOK 73 million and will be new tracks for turning and station at Høvik with a new turning The work on the new stabling track completed in December 2014. stabling of trains.

In spring 2014 the actual substructure underneath the tracks at Høvik started to take shape. A number of retaining walls, ramps and staircases are also in place.

26 |ONTRACK ON TRACK | 27 Maintaining high safety levels Aiming to document the environmental advantages of the railway Safety and the environment Improving energy efficiency, generating less noise and protecting animals

Clearing of woodland and other vegetation along the track upholds both environmental and safety considerations. The benefits include improved vision for the train driver, fewer animal collisions, better travel experiences and less risk of trees falling down onto the track in adverse weather conditions. Safe and environmentally friendly And the railway always will be.

rains are among the safest environmental considerations are and most environmentally integrated in all Jernbaneverket's friendly transport options activities. Environment is therefore one available. This position is of Jernbaneverket's core areas with one that Jernbanverket specific goals for the next four years. intendsT to maintain and it therefore is The environment concept comprises continuing its work on continuous im- many different environmental topics. provements within safety, contingency Efforts are currently ongoing to specify and the environment. the direction of the work within the different disciplines in the form of Safety. The safety of the Norwegian strategies. railway is high. There has been a steady The purpose is to ensure a unified decline in the number of fatalities approach for each discipline and con- and serious injuries since 1950, and sistent choices in our daily work. Energy since 2000 the level has been at a efficiency improvements, noise and stable low. In line with the zero vision, animal collisions were the first issues Jernbaneverket works systematically to on the list. In the next round, strategies continuously improve safety in order to will be planned for climate and natural prevent harm to people, the environ- diversity, which are prioritised environ- ment or property. mental topics together with noise, for example, in the national transport plan. Investing in the environment. Jernbaneverket's environmental and energy policy supports the safety "In line with the zero policy and takes a more detailed look vision, Jernbaneverket at the direction of environmental works systematically to work. The goal is to strengthen and Noise screening is a highly prioritised document the railway's environ- continuously improve environmental topic for Jernbaneverket. mental advantages and ensure that safety." From daily ice cutting to permanent protection

The stretch between Hallingskeid locations trenches were dug, and Myrdal on the Bergen line re- drainage pipes with heating quires major efforts every winter cables were laid and new ballast to keep ice away from the track. was installed. In the tunnel wall In recent years major invest- and ceiling, the rock was cleared ments have been made in and bolted before installing preventive measures to reduce insulation panels. The techni- the need for daily inspections, cal solution was developed ice cutting, etc. The project internally and is based on experi- falls under the auspices of the ence and local knowledge. This project department and in 2013 is part of the project "Climate Jernbaneverket's production de- measures for the Bergen line" partment at Myrdal was respon- with a budget of NOK 25 million Preventing ice formation using sible for the execution. Three in 2013. There is little doubt that heating cables and insulation provides increased safety and areas with severe ice issues were this will provide results over requires fewer inspections. prioritised; Seltuft, Ostabygget time, both in respect of safety and Grøndalen. At all three and operating costs.

28 |ONTRACK ON TRACK | 29 Creating "landscape plans" for all lines Safety and the environment Innovative documentation of climate emissions A lion never steps on the track A proper lion always checks where he is putting his paw down. The primary school children at Sem school think this is a wise move by the lion.

FACTS Carin Pettersson has drawn and developed the concept In 2013 approximately "Lukas the Lion" as an educa- 190 minor and major tion tool to talk with children measures were im- about trains and safety. The plemented in respect Follo line Lukas the Lion costume is the of level crossings in latest addition to the toolbox Norway. documents its and will be used at large events. The railway network greenhouse has a total of 3,627 level crossings. gas emissions

In 2013 a new international standard for environmental accounting for the development of railway infrastructure was launched. Jernbaneverket was in- volved with the development work and is already applying the new standard when obtaining tenders in connection with the develop- ment of the new Follo line. The use of different types of building materials is key in the standard and the Follo line there- fore requests documentation of the ten most important building ma- In 2014 maintenance plans will be ready for all lines. terials from contracts in the award criteria. Building materials have been estimated to constitute 90 rain driver André Ebert from to a more traditional presentation." they see us in time. Since trains are so percent of the project's greenhouse NSB and Communications Headmaster Rune Olsen explains heavy they cannot stop in the same A landscape gardener for gas emissions and the environmental Advisor Carin Pettersson that the school works with traffic way a car does. The train has a much impact during the life cycle of the from Jernbaneverket safety a fair bit but not so much with longer stopping distance. project can therefore be verified visited the primary school railways. In this respect the visit is In collaboration with NSB, 4,000 kilometres of railway and documented. inT Tønsberg at the end of October 2013. both useful and positive. Jernbaneverket carried out five school The ten materials are steel, con- Spring cleaning a garden pales in comparison to managing The aim is to create awareness of trains "A proper train driver in uniform visits in eastern Norway during 2013. crete, cement, mortar, XPS (extruded and safety. inspires respect and is listened to by The school visits are part of awareness- the vegetation along 4,000 kilometres of railway tracks. polystyrene), EPS (expanded The two of them met all 290 pupils the pupils," explains Olsen. raising work to improve traffic safety. polystyrene), lightweight clinker, at the primary school. And even Train driver Ebert thinks that school Other measures include information It is necessary to clear vegeta- for tablets and other platforms it is made, i.e. whether there are any natural stone, overhead lines and though the trains on the Vestfold visits are a different and very enjoy- campaigns, children's films, brochures, Sander Eidjord-Hansen loves tion in and alongside the track to easy both to retrieve and update cultural monuments, wildlife pas- fibre cables. The consumption of line no longer stop at Sem station able way to meet customers. posters and marking the International his Lukas the Lion teddy. It ensure resilient and safe operation relevant information in the field for sages or particularly vulnerable fuels, oil and other petroleum-based between Tønsberg and Stokke, many "A lot of time and money is Level Crossing Awareness Day (ILCAD). is part of the educational of train traffic and this also con- Jernbaneverket's own employees areas of nature along the stretch products and chemicals must also programme and gifted to the of the pupils live near railway tracks. invested to make the railway safe "We have great faith in awareness- pre-schools that implement tributes to fewer animal collisions and for enlisted contractors. of the railway. At the end of 2013 be documented. "We are very glad that we have the and an important aspect of this is raising work," says Pettersson. "People the programme. and better views for passengers. The plans contain relevant maintenance plans for vegetation The results from the Follo line opportunity to come out and talk with to make children aware of safety. already know that they must look for But there is no doubt that the data concerning the vegetation, had been established along the and everyone else following the the children about trains and safety," The knowledge is good, it is aware- the train but sometimes people forget scope makes the "gardener's job" including height, growth condi- Gjøvik line, the Bergen line and accounting rules set out in the says Pettersson. ness we need to work on," says Ebert and it can be nice to receive a challenging one. Jernbaneverket tions, the need for hedge cutting the Nordland line. Plans for the new standard will make it pos- "The youngest ones get to hear and adds: a friendly reminder. The train always has therefore created stretchal and the most suitable methods Sørland line are currently under sible to hone the environmental about Lukas the Lion who drives a "If we see someone on the track has right of way and this means that maintenance plans that will ensure for implementing measures. The development and the aim is to requirements for later projects train and is very committed to safety, there is only one thing we can do: you must look out for the train, at that the work is more systematic plans also set out whether any complete the maintenance plans and strengthen the environmental whereas year stage four and up listen Sound the horn, brake and hope that all times. and efficient. With map solutions special considerations must be for all lines during 2014. advantages of the railway.

30 |ONTRACK ON TRACK | 31 The year in brief

1 4 6

2013January-February are cleared of vegetation, soil and grass to ensure that the water goes where it is sup- 1 The Director General of Jernbaneverket, posed to during the next bout of heavy rain. Elisabeth Enger, is travelling across all of New routing was also installed for cables. The Norway's railways by train to get tips from line is closed only for brief periods during working days when there is little traffic. employees about how the organisation can 2 5 7 improve their jobs over the next four years. 7 May: For the second time Jernbaneverket Some of the feedback is so clear that she has marks the International Level Crossing announced changes. Awareness Day (ILCAD) with small and large Winter contingency in Jernbaneverket has events in several locations across the country. been substantially upgraded with new The aim is to increase awareness among the equipment and more staff in recent years. general public with regard to level crossings. A further two snow clearing machines are 3 25 May: Bergen station opened on 26 now being delivered to the Oslo area. May 1913 and the 100-year anniversary is Jernbaneverket is looking at the use celebrated at the station this Saturday. of personal protective equipment in construction areas. Together with the June industry organisations EBA (contractors' 3 June: Work is fully under way on the new association for the construction and railway between Larvik and Porsgrunn. civil engineering industry) and MEF Construction began at six different places (the Norwegian Association of Heavy at the same time. Equipment Contractors) a campaign has new sector marking of the platforms at 6 22 October: New, country-wide alert been created to ensure the use of protec- 4 Night to Sunday 9 June Jernbaneverket 3 Nationaltheatret and Oslo S. Passengers service for landslides is launched. The tive clothing and equipment to protect changes the customer information system are now informed of where "their" train service is a joint project between the against injury and prevent accidents. for monitors and loudspeakers. Line maps carriage will stop before the train arrives. Norwegian Water Resources and Energy and line numbers are implemented for trains 14 January: The avalanche warning sys- Directorate, the Norwegian Meteorological in eastern Norway. Early on Monday tem at varsom.no is launched by Minister Institute, NPRA and Jernbaneverket. morning Jernbaneverket employees are September- of Petroleum and Energy, Ola Borten Moe. present at Oslo Central station to greet 28 October: The first part of what will The development and operation of the October passengers. become the new double track along Mjøsa avalanche warning system is a joint effort NSB announces record traffic growth after is put into operation. by the NPRA, Jernbaneverket and the the first eight months of 2013. NSB Gjøvik- Norwegian Meteorological Institute. July banen AS and Flytoget AS also announce November Jernbaneverket experiences sun kink issues, growth in traffic on their train routes. 8 March particularly on the Dovre and Røros lines. 15 November: Jernbaneverket is granted The buckling of the rail tracks is linked to 10 September: An extensive fault in the an additional 750 million Norwegian kroner 4 March: In the evening the stretch the flood that ravaged the railway in May. communication system between trains for maintenance and planning from the between Trofors and Mosjøen on the and traffic management (GSM-R) results new government following budget nego- Nordland line opened again after having Extensive construction work is initiated on in all train traffic coming to a standstill tiations with the centre parties. been closed for nearly six days following the Ofoten line. At Bjørnfjell station heavy for two and a half hours. A duplicated heavy water volumes near the track and ground work is initiated for the extension component, intended to make the system 7 21 November: The new freight a risk of sideslips and landslides. of the existing passing loop. In the centre more reliable, failed. terminal in Narvik is opened. of Narvik the Fagernes line is upgraded to 2 21 March: Jernbaneverket presents withstand an axle load of 30 tonnes. Work is A three-month test period for two its new train for more efficient track December carried out 24/7 for several weeks. mobile static converters is initiated in late maintenance on the new double tracks. The September/early October. The reliability of 8 11 December: The ERTM-S test stretch train set comprises three carriages, from the the power supply to trains in the Oslo area on the Østfold line, eastern line is officially inside of which you can safely carry out all August increases substantially as a result of this. opened. The new signal system makes the track maintenance without affecting traffic 14 August: The Ministry of Transport and Over time the converters will be part of a traditional, external signalling lights on the neighbouring track. Communications appoints Jernbaneverket contingency programme. unnecessary and provides better traffic flow. to manage the study of new tunnels through 21 October: The Dovre line between 18 December: The new organisational Oslo in collaboration with NPRA and Ruter. April-May Eidsvoll and Dombås was closed for a week model is adopted. The change to the The study will be complete in early 2015. 29 April to 24 May: Jernbaneverket makes for extensive landslide remediation and organisational structure is one of several a concerted effort to combat landslides 5 19 August: The "Efficient station intensive work on the new double track instruments to develop a simpler and more and flooding on the Dovre line. Trenches stops" project (ESO) was launched with along lake Mjøsa. efficient railway.

32 |ONTRACK ON TRACK | 33 Jernbaneverket then and now

Director General Deputy 160 years of Norwegian CEO Director General Strategic Communication and Technology railway history Planning International Affairs Jernbaneverket's new Corporate Governance Project Safety and Organisational Management Narvik 1854 The first railway line in Norway Development (Kristiania–Eidsvoll) opens. organisation emphases 1890– 1,419 kilometres of tracks are built in Norway. Traffic Operations and Infrastructure Customer Services Management Intercity 1910 the lines of responsibility Governance Governance Bodø Follo Line 1909 The Bergen Line is completed. The price was the Units Units equivalent of an entire national budget. From 1 April 2014 the railway lines in Norway Regions: Construction Stations Terminals Transport North Projects West 1938 The Sørland line to Kristiansand opens. Mid-Norway are split into six regions. The responsibility for West Customer South Signalling Construction 1940– German forces assume control of NSB Restrictions Timetabling and Traffic Oslo Corridor operations, maintenance and minor investments and Telecom Projects East 1945 on energy consumption give the railway a near- Information East Bjerka monopoly on transport. The railway network is Traffic East within each region is clearly defined and posi- Infrastructure Property Traffic South/West Energy Supply expanded by 450 km using POWs. Projects Traffic North tioned in Jernbaneverket's new line organisation. 1952 Funds are granted for the electrification of the railway network under the motto "Away with the steam" ("Vekk med dampen").

1969– The 1952 electrification plan is completed. 1970 About Jernbaneverket Jernbaneverket plans, constructs, and Customer Services, the staff 1996 Norwegian State Railway is split into a train company operates and maintains the Norwegian of the Director General, as well as (NSB BA) and an infrastructure manager (Jernbaneverket). railway network, and is responsible for the major development projects that traffic control. Among other things, report directly to management via Steinkjer 1999 The Gardermoen Line. The first high-speed railway in Trondheim Norway is a success. traffic control entails distributing avail- the Deputy Director General. able track capacity to the different train Støren 2000 The tragic Åsta accident, the third big railway accident companies, timetabling, train manage- Jernbaneverket employees are Northern Region in Norway in 50 years, leaves its mark on the railway at ment and public information at the spread across much of the country Ofoten line the turn of the Millennium. stations. Jernbaneverket is a subsidiary and have a broad range of profes- Nordland line North agency of the Ministry of Transport and sional competencies. In Jernban- Åndalsnes Nordland line South 2004 NSB and Jernbaneverket celebrate the 150-year Communications. everket, you can find dispatchers, anniversary of the railway together. Mid-Norway Region traffic controllers, railway fitters, land Trønder line 2005 The largest development project within Norway, Jernbaneverket is managed by the consolidation graduates, construction Røros and Solør line the double track between Sandvika and Asker, opens. Director General of the Norwegian managers, architects, geotechnicans, Dovre and Rauma line National Rail Administration, Elisabeth supervisors, environmental advisers, 2007 In Jæren, the Ganddal freight terminal near Sandnes is Enger. In 2013 a new organisation engineers and track coordinators, to Oslo Corridor Region Lillehammer completed in December. In total, about 100 develop- was adopted. From 1 April 2014 mention some of the many occupa- Dovre line South Gjøvik ment projects worth NOK 2.2 billion were completed. Jernbaneverket consists of the tions represented. As of 31 December Main line and Gardermoen line Hamar Oslo line following main divisions: Infrastruc- 2013 the number of employees in Haugastøl 2008 The Oslo project for the renewal of the railway network Vestfold line ture Management, Traffic Operations Jernbaneverket was 4,013. Roa Eidsvoll through Oslo starts up during the spring. The introduc- Bergen tion of a new travel guarantee scheme is approved. Kongsvinger Western Region

Lillestrøm Hokksun Asker Oslo Bergen line West 2010 A decision is made to build a dual tunnel in what will Bergen line East d Spikkestad become the longest railway tunnel in Norway on Drammen the Follo Line, the 22 km new double track that will be Nordagutu Eastern Region built between Oslo and Ski. Østfold line Kongsvinger and Gjøvik line Skien Halden 2011 After renewal work in 2011, 60 per cent of the railway Stavanger network in central Oslo is completely new. Southern Region Sørland line East 2012 The punctuality of train traffic is better than for years, Sørland line Central

with nine out of ten trains running on time. Kristiansand Sørland line West

2013 The national transport plan for 2014-2023 is presented, according to which an investment of 168 billion Norwegian kroner will be spent on the railway in the next ten years.

34 |ONTRACK ON TRACK | 35 figures Key figures for the Norwegian railways as of 31 December 2013

Extent of the railway network

EL Name of line Km Km double track Bridges Tunnels Level crossings Stations Nordland line 729 0 296 155 710 42 Sørland line 546 14 515 191 128 45 Dovre line 485 4 322 40 287 28 Røros line 384 0 228 6 471 27 Bergen line 371 0 203 144 177 33 Østfold line, western line 169 64 133 17 69 23 Vestfold line 140 23 98 17 103 12 Gjøvik line 124 2 75 7 95 22 Kongsvinger line 115 0 61 0 69 13 Rauma line 114 0 106 5 180 4 Solør line 94 0 31 1 195 0 Main line 68 20 65 5 17 21 Østfold line, eastern line (Ski-Sarpsborg) 85 0 44 2 60 11 Meråker line 70 0 47 1 47 4 Gardermoen line 64 60 24 4 0 3 Randsfjord line (Hokksund-Hønefoss) 54 0 22 1 71 2 Bratsberg line 47 0 44 20 48 2 Ofoten line 39 0 7 23 43 5 Drammen line 41 41 26 12 2 16 Arendal line 36 0 17 3 47 8 Roa-Hønefoss line 32 0 27 3 48 0 Flåm line 20 0 2 21 40 8 Asker line 17 17 8 7 1 0 Spikkestad line 14 0 10 0 8 6 Tinnos line (Hjuksebø-Notodden) 9 0 16 4 17 2 Brevik line 10 0 18 0 5 0 Stavne-Leangen line 6 0 10 2 0 1 Freight line Alnabru-Loenga 7 0 0 0 0 0 Alna line 5 0 6 0 1 0 Skøyen–Filipstad 2 1 0 0 1 0 Total lines with regular traffic 3,897 246 2,461 691 2,940 338 Total lines without regular traffic 327 0 109 42 687 0 Total: 4,224 246 2,570 733 3,627 338

Electrified Not electrified "Stations" in the table indicate locations with stops for passenger trains; in technical railway terms, the number of stations is far higher.

Environment

2011 2012 2013 Electricity consumption in Jernbaneverket (GWh)1 104.4 105.1 111.3 Number of locations with polluted soil 43 29 20 Number of animals hit by a train 2,050 1,951 2,152 Clean tracks (percent) 87 88 90 Clean stations (percent) 88 92 93

1 Total electricity consumption for the operation of infrastructure without corrections. figures economics Traffic

1 Financial highlights (NOK million) Million tonne-kilometres

Excerpt from cash accounts Excerpt from accrued accounts 2008 2009 2010 2011 2012 2013 Domestic train transport 2,599 2,464 2,157 2,089 2,775 2,346 2011 2012 2013 2011 2012 2013 Of this: Operation and maintenance 5,587 5,538 5,429 Total operating revenue 5,820 6,165 6,614 CargoNet AS 2,466 2,429 2,113 2,049 2,034 1,823 Operation and maintenance Total operating expenses 6,023 6,088 6,142 Others 133 35 44 40 741 523 Gardermoen line 89 99 109 Total interest and other items -1 -2 -6 Investments in the line 4,403 5,070 6,546 Results for the year -204 75 466 Cross-border transport2 956 813 1,065 1,367 931 916 Grant-funded expenditure 10,079 10,706 12,084 Of this: Grant coverage (as a percentage) 87.1 87.2 84.4 CargoNet AS 234 204 255 182 111 53 Track access charges 101 120 138 Payroll (as percentage of operat- LKAB Malmtrafikk AS 558 494 683 696 737 733 Sale of electricity for train operations 297 192 233 ing and investment expenses) 42.4 45.8 38.5 Others 164 115 127 489 83 130 Other revenue 331 424 492 Full-time-equivalent employees 3,547 3,757 4,027 Total: 3,555 3,277 3,222 3,456 3,706 3,262 Revenue to state accounts 729 736 863 Source: Cargo Net AS, LKAB Malmtrafikk (Malmtrafikk AS), Tågåkeriet AB, Ofotbanen AS, Green Cargo, Peterson Rail AB, CargoLink AS, Railcare tåg AB, TX Logistikk AB, Grenland Rail, Hector Rail The state accounts are based on cash accounting and follow the classifications in the national budget. The result for the year is in accordance with the accrual principle. Data from HectorRail AB is missing for 2009-2010, data from CargoLink is missing for 2009-2010, data from TX Logistics is missing for 2013

1Tonne-kilometre: term describing the transport of one tonne of freight for one kilometre. 2Tonne-kilometres calculated on stretches in Norway for cross-border transport. TRAFFIC Million passenger kilometres1 Total number of trains per day in eastern Norway 2008 2009 2010 2011 2012 2013 Domestic train transport 3,047 3,012 3,023 3,030 3,090 3,247 Of this: NSB AS 2,698 2,670 2,668 2,659 2,709 2,839 NSB Gjøvikbanen AS 57 59 59 61 63 64 34 Flytoget AS 282 273 286 298 306 330 Gjøvik Lillehammer Flåm Utvikling AS 10 10 10 12 12 14 22 68 Cross-border transport2 63 68 71 72 44 44 Hamar Of this: Jaren Elverum Gardermoen NSB AS 63 68 71 72 44 44 Total: 3,110 3,080 3,094 3,102 3,134 3,291 43 72

Roa 85 Eidsvoll

Hønefoss Source: NSB AS, NSB Gjøvikbanen AS, Flytoget AS, Ofotbanen Drift AS, SJ AB

70 312 108 1Passenger kilometres: the number of passengers multiplied by distance driven. 20 2Passenger-kilometres calculated on stretches in Norway for cross-border transport. Drammen Oslo Hokksund 431 98 358 Asker 478 Skøyen 663 Central Lillestrøm 69 69 31 station 132 Årnes Kongsvinger 904 76 44 248 84 Sandefjord Spikkestad Ski Punctuality, regularity and uptime 27 45 43 99 100 % 2011 Skien Mysen 2012 98.5 98.8 98.6 97.6 97.8 97.9 90.6 Moss 80 % 91.2

88.6 2013 8 81.0 79.0 77.5

52 60 %

40 % Halden 12 Kornsjø

20 %

0 % Punctuality, Punctuality, Uptime Regularity, all passenger freight trains passenger trains trains (CargoNet) figures SAFETY

Accidents in 2013 and developments over time • Accidents by type • Accidents in accordance with UIC Safety Database definitions: Train directly involved, cost per incident > EUR 150,000, track closed > 6 hours, fatality or serious injury. Operational railway.

Type of accident Number of Fatalities Serious Long-term development, fatalities, Norwegian railway incidents injuries 1957-2013 Collisions 17 0 0 80 - Train operations (train – train) 0 0 0 - Train operations (train – object) 16 0 0 Total number of fatalities by year - Shunting 1 0 0 70 Proportion of fatalities associated with level crossing accidents Average value/rolling average across 10 years (total)

Derailments 5 0 0 60 - Train operations 5 0 0 - Shunting 0 0 0 50

(1) Level crossing accidents 4 2 2 40 - Crossings with barriers, lights and claxons 3 2 1 - Crossings with gates 1 0 1 30

Other level crossing accidents 0 0 0 20 Rolling-stock fires 1 0 0 Other accidents (2) 4 2 1 10

Total: 31 4 3 0 (1)

Collisions between road vehicles and railway rolling stock 1957 1960 1962 1964 1966 1968 1970 1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 (2) Other accidents resulting in death or serious injury

MAINTENANCE

Price level for maintenance and Some of the maintenance work renewals per metre of main track in 2013

Track section Operation, correc- Renewals, Action Amount Unit tive and preventive incl. the Oslo maintenance project (NOK Ballast cleaning 0 main line km (NOK per metre) per metre) Preparations for ballast cleaning 0 main line km Main line including the Oslo area 528 1,207 Replacing sleepers 60,000 pcs Drammen line 814 172 Replacing track 43 main line km Gardermoen line 671 85 Replacing points 15 pcs Kongsvinger line 104 104 Contact line renewal 5 main line km Gjøvik line 182 9 Track adjustment, continuous 630 line km Østfold line, western line 57 138 Vestfold line 329 127 Sørland line 353 253 Bergen line/Randsfjord line 465 251 Dovre line 318 147 Røros line 244 92 Nordland line 310 82 Ofoten line 1,130 1,363 Other lines 313 40 Unspecified and Infrastructure Management staff 155 54 2013 average 501 237

The figures apply to the Infrastructure Management Division, including Energy Supply (line energy), and are partially based on estimated distribution. The figures are also based on the cash principle and are not directly comparable to previ- ous years. Contact us Jernbaneverket units are located at several sites throughout the country. For more information, see our website or phone our national switchboard: 05280 From abroad (+47) 22 45 50 00

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